Vehicle headlight

ABSTRACT

Light emitted from a light source having an S/P ratio being 2.0 or more is projected to a peripheral area in front of a vehicle body, and thereby an earlier awareness with the peripheral vision under dark environment (e.g., during nighttime driving) can be facilitated.

This application claims the priority benefit under 35 U.S.C. §120 and isa Continuation of co-pending U.S. patent application Ser. No. 13/673,984filed on Nov. 9, 2012, which application claims the priority benefitunder 35 U.S.C. §119 of Japanese Patent Application No. 2011-245848filed on Nov. 9, 2011, which applications are hereby incorporated intheir entirety by reference.

TECHNICAL FIELD

The presently disclosed subject matter relates to vehicle headlights,and in particular, to a vehicle headlight that is capable offacilitating earlier awareness with peripheral vision under darkenvironments (e.g., during nighttime driving).

BACKGROUND ART

In the technical field of conventional vehicle headlights, there is acertain demand for providing a vehicle headlight to project light withhigher luminance in order to allow for operation of the vehicle duringnighttime driving just like during daytime driving. In response to sucha demand, there have been proposed various headlights, such as, thoseemploying a high luminous flux light source including halogen lamps, HIDlamps, and the like, those with improved optical systems, and the likein order to improve the luminance (brightness, luminous flux, lightemission efficiency and the like). Such a vehicle headlight is disclosedin Japanese Patent Application Laid-Open No. 2007-59162 or U.S. PatentApplication No. 2007/047250A1 corresponding thereto, for example.

In general, human eyes have characteristics such that the sensitivity ofeyes under dark environment (e.g., during nighttime driving) increasesmore to the red light than to the blue light. In consideration of thesecharacteristics, Japanese Patent Application Laid-Open No. 2008-204727proposes a vehicle headlight for that purpose. As shown in FIGS. 1A and1B, this vehicle headlight can illuminate the front area A1 with lighthaving a larger amount of the blue light component than the red lightcomponent in order to enhance the visibility during nighttime drivingand also can illuminate the central area A2 in the front area A1 withlight having a larger amount of the red light component than the otherlight components in order to enhance the recognition by a driver withrespect to color, shape, or other features of the road or an object onthe road (as well as the area A3 above the horizontal line in thedistribution diagram).

However, it has not been conventionally known how the blue light affectsthe awareness with the peripheral vision under dark environment (e.g.,during nighttime driving).

FIG. 2A is an explanatory diagram illustrating the central vision andthe peripheral vision of a driver, and FIG. 2B is an explanatory diagramillustrating the relationship between the central vision, the peripheralvision, the cone cell, and the rod cell of a driver. Furthermore, FIG. 3is a flow chart describing the flow of how a driver can recognize anobject (such as a pedestrian and an obstacle) existing in the peripheralvisual field.

Now examine how the driver who keeps close watch on a farther area (see,for example, three circles in FIG. 2A and the center arrowed portion inFIG. 2B) can recognize an object (such as a pedestrian and an obstacle)existing in the peripheral visual field. In this case, as shown in FIG.3, the driver first becomes aware of the object by his/her peripheralvision (with the use of rod cells). (Step S1: Yes) Then, the driverdirects his/her eyes to the direction where the object is located (stepS2). After that, the driver can recognize the object such as the colorand shape thereof by his/her central vision (with the use of conecells). (Step S3) If the driver does not become aware of the object byhis/her peripheral vision (with the use of rod cells), this means thatthe driver has missed the object (step S4). Namely, it is important fora driver to first become aware of an object that exists in theperipheral visual field. If the driver does not become aware of theobject as it exists in the peripheral visual field, he/she may neverrecognize the object.

In particular, under dark environment (e.g., during nighttime driving),there are many situations in which the awareness with the peripheralvision (equal to the use of rod cells, meaning the scotopic sensitivity)is required or helpful, such as during right or left turns at anintersection, bifurcation, changing lanes, and keeping aligned in alane. Therefore, it is important to cause a driver to become aware ofsuch a situation earlier. For example, since the area closer to thefront side of the vehicle body when viewed from a driver side is notsufficiently illuminated with light from a vehicle headlight, it isdifficult for a driver to become aware of an object existing in theperipheral visual field. In addition, the wider the road width is, themore difficult it is for a driver to become aware of an object closer tothe vehicle front side.

In general, cone cells and rod cells are distributed over the retina ofhuman eyes. FIG. 4 is a table listing the comparisons between theperipheral vision and the central vision. As shown in the table of FIG.4, the cone cells and the rod cells are very different from each otherin terms of the distributed area, the number thereof, the function, therole, the active environment, and the like. The rod cells are cells fordetecting an object on which a driver's eyes is to be turned, and aredistributed around the field of view (peripheral vision). The rod cellscan work under dark environment (scotopic vision). On the other hand,the cone cells are cells for identifying and recognizing an object whileobtaining and determining detailed information, and are distributed overthe central area of the field of view (central vision). The cone cellscan work under the bright environment (photopic vision). Specifically,human eyes can sense light from a bright area to a dark area by thecomplementary effect of both the photoreceptor cells (rod and conecells).

Unlike daytime driving, nighttime driving is performed under darkenvironment (meaning that the photopic vision is not mainly utilized).Since the road is illuminated with a headlight to a certain degree, itis not a completely dark environment (meaning that the scotopic visionmay not be mainly utilized). Namely, the environment during nighttimedriving is a dim environment with the use of mesopic vision between thephotopic vision and the scotopic vision (meaning that both the cone androd cells are activated). In this case, the adaptation illuminance isapproximately 1 lx.

FIG. 5 is an explanatory graph showing the relative luminosity factorV(λ) in the photopic vision and the relative luminosity factor V′(λ) inthe scotopic vision. As shown, the peak of the luminosity curve isshifted to the short wavelength side while the photopic vision isshifted via the mesopic vision to the scotopic vision. This peak shiftis derived from the difference between the spectral sensitivities of thecone cells and the rod cells.

The present inventors have conducted intensive studies on the visualfeatures of human eyes, and considered that the enhanced energycomponents with shorter wavelengths (bluish light component) couldeffectively stimulate the rod cells under dark environment (e.g., duringnighttime driving), thereby facilitating awareness with the peripheralvision.

Based on this assumption, the inventors have performed variousexperiments and conducted studies based thereon, and found that theincreased amount of energy components with shorter wavelengths (bluishlight component) can facilitate an earlier awareness with the peripheralvision under dark environment (e.g., during nighttime driving) (withshorter reaction speed while lowering the missing-out rate), therebyresulting in the presently disclosed subject matter.

SUMMARY

The presently disclosed subject matter was devised in view of these andother problems and features in association with the conventional art.According to an aspect of the presently disclosed subject matter, avehicle headlight can facilitate an earlier awareness with theperipheral vision under dark environment during nighttime (or low levellight) driving.

According to another aspect of the presently disclosed subject matter, avehicle headlight can include a light source and an optical systemconfigured to direct light emitted from the light source to at least aperipheral area of an illumination area in front of a vehicle body,wherein an S/P ratio of the light source is represented by(S(λ)*V′(λ))/(S(λ)*V(λ)) in which S(λ) is a spectrum of the lightsource, V′(λ) is a relative luminosity factor in scotopic vision, andV(λ) is a relative luminosity factor in photopic vision, and wherein theS/P ratio is 2.0 or more.

With this configuration, since the light emitted from the light sourcehaving the S/P ratio being 2.0 or more is projected to the peripheralarea in front of the vehicle body, an earlier awareness with peripheralvision under dark environment (e.g., during nighttime driving) can befacilitated.

According to another aspect of the presently disclosed subject matter, avehicle headlight can be configured to form a prescribed lightdistribution pattern on a virtual vertical screen in front of a vehiclebody, with the light distribution pattern including a central area of anillumination area including an intersection between a horizontal centerline and a vertical center line on the virtual vertical screen andperipheral areas located on either side of the central area, and toinclude a first light source, a second light source, a first opticalsystem configured to direct light emitted from the first light source tothe central area of the light distribution pattern, and a second opticalsystem configured to direct light emitted from the second light sourceto the peripheral areas, wherein the first light source has an S/Pratio, which is represented by (S(λ)*V′(λ))/(S(λ)*V(λ)) in which S(λ) isa spectrum of the first light source, V′(λ) is a relative luminosityfactor in scotopic vision, and V(λ) is a relative luminosity factor inphotopic vision, lower than that of the second light source.

If the first light source emits light while having the same S/P ratio asthat of the second light source, glare light may be projected to anopposite vehicle.

With this configuration, the first light source having the S/P ratiolower than that of the second light source can emit light toward thecentral area of the illumination area. Therefore, when compared with thecase where the light source having the same S/P ratio as that of thesecond light source illuminates the central area with light, occurrenceof the glare light to an opposite vehicle can be suppressed orprevented.

Further, with this configuration, the second light source having thehigher S/P ratio than that of the first light source can emit lighttoward the peripheral area of the illumination area. Therefore, whencompared with the case where the light emitted from a light sourcehaving the same S/P ratio as that of the first light source is projectedto the peripheral area, the earlier awareness with the peripheral visionunder dark environment (e.g., during nighttime driving) can befacilitated.

As described above, the second aspect can suppress the provision ofglare light to an opposite vehicle as well as the earlier awareness withthe peripheral vision under dark environment (e.g., during nighttimedriving) can be facilitated.

In the vehicle headlight with the above configuration, the S/P ratio ofthe second light source can be set to 2.0 or more.

Since the light emitted from the second light source with the S/P ratioof 2.0 or more can be projected toward the peripheral area, the earlierawareness with the peripheral vision under dark environment (e.g.,during nighttime driving) can be facilitated.

In the vehicle headlight with the above configuration, the S/P ratio ofthe first light source can be set to 1.5 or more.

With this configuration, the first light source having the lower S/Pratio (being, for example, 1.5 or more) than that of the second lightsource (being, for example, 2.0 or more) can emit light toward thecentral area of the illumination area. Therefore, when compared with thecase where the light emitted from a light source having the same S/Pratio (being, for example, 2.0 or more) as that of the second lightsource is projected to the central area, occurrence of glare light to anopposite vehicle can be suppressed or prevented.

The vehicle headlight with the above configuration may further include athird light source and a third optical system therefor. The prescribedlight distribution pattern may further include an intermediate areabetween the central and peripheral areas on the virtual vertical screen,through which signs relatively move and pass during traveling. Then, thethird optical system can project light emitted from the third lightsource to the intermediate area of the illumination area.

In the vehicle headlight with the above configuration, the intermediatearea through which signs relatively move and pass during traveling canbe illuminated with light emitted from the third light source having adifferent S/P ratio from those of the first and second light sources.

In the vehicle headlight with the above configuration, the third lightsource can have an S/P ratio of 1.8 or more.

When the light emitted from the third light source with the S/P ratio of1.8 or more can be projected to the intermediate area where signsrelatively move and pass during driving, a driver can observe the signs(including, particularly, white, blue and green colored signs) clearlyeven under dark environment (e.g., during nighttime driving).

In the vehicle headlight with the above configuration, the prescribedlight distribution pattern may further include a near side area disposedbelow the horizontal center line on the virtual vertical screen, and thesecond optical system can project the light emitted from the secondlight source to the near side area in addition to the peripheral areas.

Accordingly, when the light emitted from the second light source (forexample, being a light source having the S/P ratio of 2.0 or more) canbe projected to the near side area of the illumination area disposedbelow the horizontal center line on the virtual vertical screen, thesense of brightness at the near side area in front of the vehicle bodycan be enhanced without substantial increase in the brightness(illuminance).

As described above, it is possible to provide a vehicle headlight bywhich earlier awareness with the peripheral vision under darkenvironment (e.g., during nighttime driving) can be facilitated.

BRIEF DESCRIPTION OF DRAWINGS

These and other characteristics, features, and advantages of thepresently disclosed subject matter will become clear from the followingdescription with reference to the accompanying drawings, wherein:

FIGS. 1A and 1B are a light distribution pattern formed by aconventional vehicle headlight on a virtual vertical screen, and thelight distribution pattern of the same projected on a road surface,respectively;

FIGS. 2A and 2B are an explanatory diagram illustrating the centralvision and the peripheral vision of a driver, and an explanatory diagramillustrating the relationship between the central vision, the peripheralvision, the cone cell, and the rod cell of a driver, respectively (theillustrated spectra of respective light sources are those with the sameluminance);

FIG. 3 is a flow chart describing the flow of how a driver can recognizean object (such as a pedestrian and an obstacle) existing in theperipheral visual field;

FIG. 4 is a table listing comparisons between the peripheral vision andthe central vision;

FIG. 5 is an explanatory graph showing the relative luminosity factorV(λ) in the photopic vision and the relative luminosity factor V′(λ) inthe scotopic vision;

FIG. 6 is a diagram illustrating the configuration of an exemplarydevice used in Experiment 1;

FIG. 7 is a graph showing S/P ratios of various light sources used inExperiment 1;

FIG. 8 is a graph showing spectral distributions of the respectivevarious light sources used in Experiment 1;

FIGS. 9A and 9B are diagrams each illustrating an exemplary light sourceconfiguration with a light source having the S/P ratio of 2.0 or more;

FIG. 10 is a graph showing a spectral distribution of an LED 5500K (new1) used in Experiment 1;

FIG. 11 is a graph showing a spectral distribution of an LED 5500K (new2) used in Experiment 1;

FIG. 12 is a graph showing an exemplary spectral distribution of a modellight source which can facilitate the earlier awareness with peripheralvision expected on the basis of the curve of the luminosity factor;

FIG. 13 is a graph showing measurement results (average values) inExperiment 2 which are plotted in a coordinate system of the S/P ratioas a horizontal axis and the reaction time RT and the missing-out rateas a vertical axis;

FIG. 14 is a graph showing measurement results (average values of thereaction time RT and the missing-out rate) in Experiment 2 which areplotted in the coordinate system of the S/P ratio as the horizontal axisand the reaction time RT and the missing-out rate as the vertical axis;

FIG. 15 is a diagram illustrating the environment where Experiment 2 wasperformed;

FIG. 16 is a diagram illustrating the environment where Experiment 3 wasperformed;

FIGS. 17A and 17B are a graph showing evaluation values (average values)evaluated by Japanese in Experiment 3 in a coordinate system of the S/Pratio as a horizontal axis and the evaluation scale as a vertical axis,and a graph showing evaluation values (average values) evaluated byAmericans in Experiment 3 in a coordinate system, respectively;

FIG. 18 is a diagram illustrating the configuration of an exemplarydevice used in Experiment 4;

FIG. 19 is a graph showing measurement results (average values) inExperiment 4 which are plotted in a coordinate system of the S/P ratioas the horizontal axis and the sense of brightness as the vertical axis;

FIG. 20 is a graph showing measurement results (average values) inExperiment 5 which are plotted in a coordinate system of the horizontaldistance from the center of the vehicle body as the horizontal axis andthe forward distance from the front end of the vehicle body as thevertical axis;

FIG. 21 is a graph showing measurement results (average values) inExperiment 5 which are plotted in a coordinate system of the horizontaldistance from the center of the vehicle body as the horizontal axis andthe illuminance as the vertical axis;

FIG. 22 is a diagram illustrating an exemplary light distributionpattern on a virtual vertical screen, in which the pattern couldfacilitate earlier awareness with peripheral vision;

FIG. 23 is a diagram illustrating an exemplary light distributionpattern on a road surface, in which the pattern could facilitate earlierawareness with peripheral vision;

FIG. 24 is a diagram illustrating an exemplary light distributionpattern when viewed by a driver, in which the pattern could facilitateearlier awareness with peripheral vision;

FIG. 25 is a diagram showing the measured positions of line of sight ofa driver (eye points);

FIG. 26 is an explanatory diagram illustrating the relationship betweenthe central vision, the peripheral vision, the cone cell, and the rodcell of a driver;

FIG. 27 is a diagram illustrating that earlier awareness of an objectsuch as a pedestrian that exists in the peripheral visual field can befacilitated when a vehicle turns right at an intersection under darkenvironment (e.g., during nighttime driving);

FIG. 28 is a front view of a vehicle body in which the vehicleheadlights 100 are installed for forming the light distribution patternthat can facilitate earlier awareness with peripheral vision as shown inFIGS. 22 to 24;

FIGS. 29A, 29B, and 29C each are a cross-sectional view of a lightingunit 10, 20, or 30, respectively, of the vehicle headlight 100 cut alonga vertical plane including its optical axis;

FIGS. 30A, 30B, and 30C are each a respective front view of a shade 14,24, or 34 of the lighting unit 10, 20, or 30;

FIGS. 31A and 31B are a cross-sectional view of a reflector typelighting unit, and a cross-sectional view of a direct projection typelighting unit, respectively; and

FIG. 32 is a diagram illustrating an exemplary light source 52 includinga plurality of white LEDs with different S/P ratios, showing thearrangement thereof.

DESCRIPTION OF EXEMPLARY EMBODIMENTS

A description will now be made below to vehicle headlights of thepresently disclosed subject matter with reference to the accompanyingdrawings in accordance with exemplary embodiments.

Further, note that the directions of up, down (low), right, left, front,and rear (back), and the like are defined on the basis of the actualposture of a lighting unit or a headlight installed on a vehicle body,unless otherwise specified.

The inventors have considered that the enhanced energy components withshorter wavelengths (bluish light component) could effectively stimulatethe rod cells under dark environment (e.g., during nighttime driving),thereby facilitating awareness with the peripheral vision.

Then, the inventors have performed various experiments and conductedstudies based thereon, and found that the increased amount of energycomponents with shorter wavelengths (bluish light component) canfacilitate the earlier awareness with the peripheral vision under darkenvironment (e.g., during nighttime driving) (with shorter reactionspeed while lowering the missing-out rate), thereby resulting in thepresently disclosed subject matter.

First of all, a description will be given of Experiments 1 to 5conducted by the present inventors.

In the following experiments, an S/P ratio was used as an indexrepresenting the ratio of the energy components with shorter wavelengths(bluish light component). Specifically, the S/P ratio of a light sourcecan be represented by

S/P ratio=(S(λ)*V′(λ))/(S(λ)*V(λ))

in which S(λ) is a spectrum of the light source, V′(λ) is a relativeluminosity factor in scotopic vision, and V(λ) is a relative luminosityfactor in photopic vision.

The S/P ratio can be determined by measuring a spectrum of light emittedfrom a light source to be measured by means of a known measuring devicesuch as a spectral radiance meter, and calculating the data using theabove expression.

In the traditional technical field, a vehicle headlight has not utilizeda light source with an S/P ratio of 2.0 or more and there has been noknowledge about the influence of light from a light source with the S/Pratio of 2.0 or more on the awareness with peripheral vision (equal tothe use of rod cells, meaning the scotopic sensitivity) under a darkenvironment (e.g., during nighttime driving).

The following table 1 lists the S/P ratios of common light sources for avehicle headlight measured by the present inventors. In general, thehigher S/P ratio the light source has, the more the emitted light hasthe energy components with shorter wavelengths (bluish light component).

TABLE 1 Light Source S/P ratio Halogen Bulb 1.46 HID Bulb 1.75 LEDmanufactured by O Company 1.8 LED manufactured by N Company 1.5 LEDmanufactured by S Company 1.5

Each of the light sources listed in Table 1 is a light source for avehicle headlight that is mounted in a commercially availableautomobile. As is clear from the results in Table 1, the S/P ratio of acommon light source for use in a vehicle headlight is about 1.5 to 1.8.

Note, however, that the halogen bulb and HID bulb each have a higher S/Pratio of 1.46 or 1.75 due to difficulty in changing its S/P ratio causedby its specific structure.

Each of the LEDs in Table 1 is a white LED with a configurationcombining a blue LED element with a yellow phosphor like YAG. The whiteLED with this configuration can satisfy the white area of emission lighton the CIE chromaticity diagram as stipulated under the particular ruleor law, and can be adjusted in yellow phosphor concentration in orderfor a driver or the like to observe color as natural as possible. Notethat the white area on the CIE chromaticity diagram as stipulated underthe particular rule or law is defined by the coordinate values of (0.31,0.28), (0.44, 0.38), (0.50, 0.38), (0.50, 0.44), (0.455, 0.44), and(0.31, 0.35) (within the area surrounded by the lines connecting thesecoordinate values).

If the white LED with the above structure has the S/P ratio lower than1.5, it is difficult to satisfy the light within the white area on theCIE chromaticity diagram as stipulated by particular rule or law.Therefore, the lower limit of the S/P ratio can be about 1.5. On theother hand, if the white LED with the above structure has the S/P ratioof about 2 (for example around 1.95), the light source can satisfy thewhite area of emission light on the CIE chromaticity diagram asstipulated by the particular law. When, however, the S/P ratio exceeds1.8 and reaches 2, the yellowish light components will decrease and thelight becomes bluish, which is not natural color for driver's eyes.Further, when the S/P ratio exceeds 1.8 and reaches 2, the lightemission efficiency will decrease (the amount of luminous fluxes willdecrease), resulting in insufficient illuminance required for a lightsource for a vehicle headlight. Therefore, in order to provide naturalcolor of light for driver's eyes as well as to configure a vehicleheadlight with high efficiency, the S/P ratio of a white LED with theabove configuration should have an upper limit of about 1.8.

As described above, conventional vehicle headlights have adopted lightsources with their S/P ratio of about 1.5 to 1.8, and have not adopted alight source with an S/P ratio of 2.0 or more. In the traditionaltechnical field, there has not been significant knowledge about theinfluence of light from a light source with the S/P ratio of 2.0 or moreon the awareness with peripheral vision (equal to the use of rod cells,meaning the scotopic sensitivity) under dark environment (e.g., duringnighttime driving).

[Experiment 1]

The present inventors have conducted the following experiment in orderto confirm the influence of light from light sources with various S/Pratios (in particular, 2.0 or more) on the awareness with respect toperipheral vision (equal to the use of rod cells, meaning the scotopicsensitivity) under dark environment (e.g., during nighttime driving).

FIG. 6 is a diagram illustrating the configuration of an exemplarydevice used in Experiment 1, and FIG. 7 is a graph showing S/P ratios ofvarious light sources used in Experiment 1.

Experiment 1 was conducted with the device having the configurationshown in FIG. 6 and the seven light sources with different correlatedcolor temperatures and S/P ratios shown in the following table 2 andFIG. 2.

TABLE 2 Light Source S/P ratio TH 1.46 LED 4500 K 1.56 LED 5500 K 1.81HID 1.82 LED 6500 K 2.03 LED 5500 K (new 1) 2.85 LED 5500 K (new 2) 3.03

FIG. 8 is a graph showing spectral distributions of the respectivevarious light sources used in Experiment 1. Note that the “TH” means ahalogen bulb and the “HID” means an HID bulb. The numeral attached tothe LED indication represents each correlated color temperature.

Specifically, the light sources of LED 4500K, LED 5500K, and LED 6500Kwere white LEDs prepared by combining a blue LED element with a yellowphosphor and adjusting the concentration of the yellow phosphor toprovide the particular correlated color temperature and the S/P ratio asshown in Table 2.

FIG. 9A is a diagram illustrating an exemplary light sourceconfiguration with the light source having the S/P ratio of 2.0 or more(LED 5500K (new 1) and LED 5500K (new 2)).

As shown in FIG. 9A, the LED 5500K (new 1) and the LED 5500K (new 2)each can be a white LED with a blue LED element B, a red LED element R,and a green phosphor G in combination wherein the concentration of thegreen phosphor G is adjusted to increase the green light component,thereby providing the S/P ratio as shown in Table 2. Note that the greenphosphor G can cover the blue LED element B and the red LED element Rand can be excited by blue light emitted from the blue LED element B toemit green light. When the green light component increases, the emissioncolor becomes bluish green, meaning that the emission color is deviatedfrom the white area on the CIE chromaticity diagram as stipulated by theparticular law. In order to compensate this, the red LED element R canemit red light with regulated output, thereby adjusting the emissioncolor within the white area on the CIE chromaticity diagram asstipulated by the particular law.

The LED 5500K (new 1) and the LED 5500K (new 2) were adjusted so as toprovide respective spectral distributions of light source that are closeto those which are expected to facilitate the earlier awareness withperipheral vision.

FIG. 10 is a graph showing a spectral distribution of the LED 5500K (new1), and FIG. 11 is a graph showing a spectral distribution of the LED5500K (new 2). Further, FIG. 12 is a graph showing an exemplary spectraldistribution of a model light source which can facilitate the earlierawareness with peripheral vision expected on the basis of the curve ofthe luminosity factor. The light source as shown in FIG. 12 can achievethe provision of white light by combining the blue light from the blueLED element (encircled numeral 1 in FIG. 12), the green light from thegreen phosphor excited by the blue light from the blue LED element(encircled numeral 2 in FIG. 12, and the red light from the red LEDelement (encircled numeral 3 in FIG. 12). As understood from thespectral distribution of FIG. 12, the peak of numeral 2 is matched tothe luminosity curve, and therefore, the light source can provide thesense of efficiently enhanced brightness.

With reference to FIGS. 10 and 11, it can be confirmed that the spectraldistributions of the LED 5500K (new 1) and the LED 5500K (new 2) areclose to those which are expected to facilitate the earlier awarenesswith peripheral vision.

The procedures of the Experiment can be described as follows. First, asshown in FIG. 6, a display displaying Japanese hiragana characters wasdisposed in front of a test subject 2 m away from the test subject.While the test subject was gazing on the display to read the characters,gray color plates were randomly presented on right and left sides withrespect to the center front at angular positions of 30°, 45°, 60°, or75° where the gray color plates were illuminated with light at constantluminance of 1, 0.1 or 0.01 cd/m².

Then, the time period (reaction time (RT) after the light source was lit(to provide white light) till the time when the test subject becameaware of the presented light (reflected light from the gray colorplates) and pressed a button on hand was measured. Following the aboveprocedures, the measurements were carried out with every light source.

The set value of the luminance of the light source used in Experimentsincludes three levels of 1.0, 0.1, and 0.01 cd/m², and the backgroundluminance was 1 cd/m². The number of test subjects was 4 persons belowthe age of 45 and 4 persons over the age of 45.

The present inventors analyzed the measured results and found that thepersons over the age of 45 showed faster reaction speeds as the S/Pratio increased and as a result the missing-out rate was lowered.Specifically, the present inventors have found that the persons over theage of 45 become aware of peripheral objects with peripheral vision asthe S/P ratio increases.

The measurement results are shown in FIGS. 13 and 14. FIG. 13 is a graphshowing the measurement results (average values) which are plotted in acoordinate system of the S/P ratio as a horizontal axis and the reactiontime RT and the missing-out rate as a vertical axis. Note that themissing-out rate is determined as a rate of cases where the time periodfrom when the light source is lit till when a test subject becomes awareof the presented light exceeds 2 seconds. The numerals in FIG. 13represent the determination coefficients for the respective data groups.FIG. 14 is a graph showing measurement results (average values of thereaction time RT and the missing-out rate) which are plotted in thecoordinate system of the S/P ratio as the horizontal axis and thereaction time RT and the missing-out rate as the vertical axis.

With reference to FIG. 13, it was found that the persons over the age of45 showed faster reaction speeds as the S/P ratio increased to 2.0 ormore and as a result the missing-out rate was lowered. Specifically, thepresent inventors have found that the persons over the age of 45 becomeaware of peripheral objects with peripheral vision as the S/P ratioincreases.

Based on these findings, if light emitted from the light source havingthe S/P ratio being 2.0 or more is projected to the peripheral area infront of the vehicle body, it is possible to configure a vehicleheadlight in which the earlier awareness with the peripheral visionunder dark environment (e.g., during nighttime driving) can befacilitated (the reaction speed is shortened and the missing-out rate islowered.). Note that with regard to the test subjects below the age of45 the reaction time and the missing-out rate were not varied with theincreased S/P ratio, meaning that there is no correlation between them.Further, based on the correlation between the S/P ratio and themissing-out rate with reference to FIG. 13, it was found that thedifference of awareness depending on the age disappears when the S/Pratio is 2.5 or more.

Based on these findings, if light emitted from the light source havingthe S/P ratio being 2.5 or more is projected to the peripheral area infront of the vehicle body, it is possible to configure a vehicleheadlight in which the difference of awareness depending on the ageunder dark environment (e.g., during nighttime driving) does not occur.

Further, when the LED 5500K (new 1) and the LED 5500K (new 2) as shownin FIG. 14 are compared with other light sources, the LED 5500K (new 1)and the LED 5500K (new 2) can decrease the difference between thereaction times RT for the persons below and over the age of 45 as wellas the difference of the missing-out rate therebetween.

Further, when the LED 5500K (new 1) and the LED 5500K (new 2) as shownin FIG. 14 are compared with other light sources, the LED 5500K (new 1)and the LED 5500K (new 2) can shorten the reaction time RT for thepersons over the age of 45 as well as can lower the missing-out rate.

[Experiment 2]

The present inventors have conducted the following experiment in orderto confirm the influence of light from light sources with various S/Pratios (in particular, 2.0 or more) on the awareness with peripheralvision (equal to the use of rod cells, meaning the scotopic sensitivity)under dark environment during actual nighttime driving.

FIG. 15 is a diagram illustrating the environment where Experiment 2 wasperformed.

In the Experiment performed, as shown in FIG. 15, assuming a vehicleturning right at an intersection, a vehicle V was stopped in the area ofthe intersection. Then, a pedestrian M was placed at the closer side ofthe pedestrian's crosswalk which was positioned in the travelingdirection of the vehicle V turning right (the area is considered as ablind area for the driver D). Three light sources with different S/Pratios (1.5, 2.0, and 2.5) were used as a light source of the vehicleheadlight.

The light sources with the respective S/P ratios of 1.5 and 2.0 werewhite LEDs prepared by combining a blue LED element with a yellowphosphor and adjusting the concentration of the yellow phosphor toprovide the respective S/P ratios.

The light source with the S/P ratio of 2.5 was a white LED prepared bycombining blue and red LED elements with a green phosphor and adjustingthe concentration of the green phosphor to provide the S/P ratio.

The experiment was conducted according to the following procedures. Thetime period when the driver D becomes aware of the pedestrian M afterthe pedestrian M started to walk from the closer side of the crosswalkto the opposite side was measured. All the light sources were measuredby performing the above experiment. The number of test subjects was 4persons below the age of 45 and 4 persons over the age of 45.

The measurement results are shown in Table 3.

TABLE 3 Walking distance till Walking distance till becoming awarebecoming aware S/P ratio (below the age of 45) (over the age of 45) 1.52.91 m 3.25 m 2.0 2.78 m 3.11 m 2.5 2.65 m 2.95 m

With reference to Table 3, it is understood in both the cases of thepersons below and over the age of 45 that as the S/P ratio increases,the walking distance till becoming aware decreases.

For example, in the case of the persons below the age of 45, whencomparing the light source having the S/P ratio of 1.5 with the lightsource having the S/P ratio of 2.5, it is understood that the testsubjects (drivers) become aware 26 cm earlier in the case of the lightsource having the S/P ratio of 2.5 than in the case of the light sourcehaving the S/P ratio of 1.5. If the walking speed is assumed to be 50cm/sec, the test subjects can become aware 0.52 seconds (26/50 seconds)faster in the case of the light source having the S/P ratio of 2.5 thanin the case of the light source having the S/P ratio of 1.5. If thevehicle speed is assumed to be 1 msec, the test subjects can stop thevehicle by 52 cm farther from the pedestrian in the case of the lightsource having the S/P ratio of 2.5 than in the case of the light sourcehaving the S/P ratio of 1.5.

Similarly, in the case of the persons below the age of 45, whencomparing the light source having the S/P ratio of 1.5 with the lightsource having the S/P ratio of 2.0, it is understood that the testsubjects (drivers) become aware 13 cm earlier in the case of the lightsource having the S/P ratio of 2.0 than in the case of the light sourcehaving the S/P ratio of 1.5. If the walking speed is assumed to be 50cm/sec, the test subjects can become aware 0.26 seconds (13/50 seconds)faster in the case of the light source having the S/P ratio of 2.0 thanin the case of the light source having the S/P ratio of 1.5. If thevehicle speed is assumed to be 1 msec, the test subjects can stop thevehicle by 26 cm farther from the pedestrian in the case of the lightsource having the S/P ratio of 2.0 than in the case of the light sourcehaving the S/P ratio of 1.5.

On the other hand, in the case of the persons over the age of 45, whencomparing the light source having the S/P ratio of 1.5 with the lightsource having the S/P ratio of 2.5, it is understood that the testsubjects (drivers) become aware 30 cm earlier in the case of the lightsource having the S/P ratio of 2.5 than in the case of the light sourcehaving the S/P ratio of 1.5. If the walking speed is assumed to be 50cm/sec, the test subjects can become aware 0.6 seconds (30/50 seconds)faster in the case of the light source having the S/P ratio of 2.5 thanin the case of the light source having the S/P ratio of 1.5. If thevehicle speed is assumed to be 1 msec, the test subjects can stop thevehicle by 60 cm farther from the pedestrian in the case of the lightsource having the S/P ratio of 2.5 than in the case of the light sourcehaving the S/P ratio of 1.5.

Similarly, in the case of the persons over the age of 45, when comparingthe light source having the S/P ratio of 1.5 with the light sourcehaving the S/P ratio of 2.0, it is understood that the test subjects(drivers) become aware 14 cm earlier in the case of the light sourcehaving the S/P ratio of 2.0 than in the case of the light source havingthe S/P ratio of 1.5. If the walking speed is assumed to be 50 cm/sec,the test subjects can become aware 0.28 seconds (14/50 seconds) fasterin the case of the light source having the S/P ratio of 2.0 than in thecase of the light source having the S/P ratio of 1.5. If the vehiclespeed is assumed to be 1 m/sec, the test subjects can stop the vehicleby 28 cm farther from the pedestrian in the case of the light sourcehaving the S/P ratio of 2.0 than in the case of the light source havingthe S/P ratio of 1.5.

As described, in both the cases of the persons below and over the age of45 under dark environment during actual nighttime driving, as the S/Pratio increases, the walking distance of the pedestrian till the driverbecomes aware of the pedestrian (time period (seconds) till the driverbecomes aware of the pedestrian) is shortened, whereby the driver canstop the vehicle well before reaching the pedestrian. Therefore, it hasbeen confirmed that as the S/P ratio increases, an earlier awarenesswith peripheral vision can be achieved.

Next, Table 4 shows the reaction time RT and the missing-out rate forthe persons over the age of 45 in the cases of the halogen bulb, the HIDbulb, and the white LED. The light source with the S/P ratio of 2.5 wasa white LED prepared by combining blue and red LED elements with a greenphosphor and adjusting the concentration of the green phosphor toprovide the S/P ratio. The number of test subjects was 4 persons belowthe age of 45 and 4 persons over the age of 45.

TABLE 4 S/P ratio RT [sec] Missing-out rate [%] 1.46 (Halogen bulb) 0.9124 1.82 (HID) 0.87 21 2.5 0.79 16

The reaction time RT was shortened by 0.12 seconds and the missing-outrate was decreased by 8% when the light source having the S/P ratio of2.5 is compared with the halogen bulb. With reference to Table 4, whenthe light source having the S/P ratio of 2.5 was used, the reaction timeRT was 0.79 seconds, which substantially corresponds to the generallyknown reaction time during driving of 0.7 to 0.9 seconds (the time fromwhen a driver determines the danger to when the brake is activated.).

[Experiment 3]

Conventionally, it had been unknown heretofore that the S/P ratioinfluences how the traffic sign colors can be seen.

The present inventors conducted the following experiments to confirm theinfluence of the S/P ratio on the traffic sign colors as to how they areobserved under dark environment (e.g., during nighttime driving).

FIG. 16 is a diagram illustrating the environment where Experiment 3 wasperformed.

In the experiment, as shown in FIG. 16, a parked automobile V ispositioned 50 m away from a color plate S painted with 5 colors(including a typical five color set, i.e., white, red, green, blue, andyellow). Five light sources with different S/P ratios as listed in Table5 were adopted as a light source of a vehicle headlight.

TABLE 5 Light source S/P ratio Halogen bulb 1.46 HID bulb 1.75 LED 4500K 1.52 LED 5500 K 1.80 LED 6500 K 1.98

The light sources of LED 4500K, LED 5500K, and LED 6500K were white LEDsprepared by combining a blue LED element with a yellow phosphor andadjusting the concentration of the yellow phosphor to provide theparticular correlated color temperature and the S/P ratio as shown inTable 5.

The procedures of the Experiment can be described as follows. The5-colored plate (white, red, green, blue, and yellow) was irradiatedwith light (illuminance: about 10 lx), and the difference in vision ofthe color plate was evaluated on the basis of the subjective evaluationscale (3: the same as when the HID bulb is used, 1: unclear and dull, 2:between the evaluations 1 and 3, 5: sharp and clear, and 4: between theevaluations 3 and 5). Following the above procedures, the measurementswere carried out with every light source. The number of test subjectswas 16 Japanese and 43 Americans.

The present inventors have analyzed the evaluation results, and foundthat the light source with the high S/P ratio can cause personsregardless of race to become aware of objects clearly and sharply andalso found that the light source with high S/P ratio, in particular, of1.8 or more can cause persons to become aware of objects colored white,blue, and green clearly.

FIGS. 17A and 17B are a graph showing evaluation values (average values)evaluated by Japanese in a coordinate system of the S/P ratio as ahorizontal axis and the evaluation scale as a vertical axis, and a graphshowing evaluation values (average values) evaluated by Americans inExperiment 3 in a coordinate system, respectively.

With reference to FIGS. 17A and 17B, the evaluation value for the lightsource with the high S/P ratio is higher than 3, which is a standard,and the light source with the high S/P ratio can cause personsregardless of race to become aware of objects clearly and sharply. Inaddition, it is found that the light source with high S/P ratio, inparticular, of 1.8 or more can cause persons to become aware of anobject colored white, blue, and green clearly.

Based on these findings, if the light emitted from a light source with ahigh S/P ratio of 1.8 or more is projected onto a traffic sign, the signcan be observed clearly and sharply under dark environment (e.g., duringnighttime driving), meaning that a vehicle headlight having such a lightsource can be configured.

[Experiment 4]

Conventionally, it had been unknown heretofore that the S/P ratioinfluences how the sense of brightness (luminance difference between thereference light source and the test subject light source) can be seen.

The present inventors conducted the following experiments to confirm theinfluence of the S/P ratio on the sense of brightness under darkenvironment (e.g., during nighttime driving).

FIG. 18 is a diagram illustrating the configuration of an exemplarydevice used in Experiment 4.

In Experiment 4, the device shown in FIG. 18 was used and three whiteLEDs with different correlated color temperatures and S/P ratios asshown in Table 6 were used as the test light source.

TABLE 6 Test light source S/P ratio LED 3800 K 1.54 LED 5300 K 1.82 LED5800 K 1.98

Further, two light sources with different S/P ratios as shown in Table 7were used as the reference light source.

TABLE 7 Reference light source S/P ratio Halogen bulb 1.46 HID bulb 1.75

The light sources of LED 3800K, LED 5300K, and LED 5800K were white LEDsprepared by combining a blue LED element with a yellow phosphor andadjusting the concentration of the yellow phosphor to provide theparticular correlated color temperature and the S/P ratio as shown inTable 5.

The procedures of the Experiment can be described as follows. The testlight source is observed by one of a subject's eyes while the referencelight source is observed by the subject's other eye. In this state, thetest subject is allowed to adjust the current value for the test lightsource so that the brightness of the test light source coincides withthat of the reference light source. Then, the spectral radiancecharacteristics of the adjusted test light source are measured, and thenthe brightness difference (luminance difference) between the referencelight source and the test light source is calculated. Following theabove procedures, the measurements were carried out with every lightsource. The number of test subjects was 16.

The present inventors have analyzed the evaluation results, and foundthat the white LED light source with the higher S/P ratio can enhancethe sense of brightness.

FIG. 19 is a graph showing the difference in brightness between thereference light source and the test light source as measurement results(average values) which are plotted in a coordinate system of the S/Pratio as the horizontal axis and the luminance difference when thebrightness of the test light source was sensed as the same as that ofthe reference light source as the vertical axis.

As shown in FIG. 14, the brightness difference value is a negativevalue. This means the test light source can provide the same brightnessas the reference light source while the test light source providessmaller luminance value than the reference light source. Accordingly, asshown in FIG. 14, as the S/P ratio increases, the graph shows thedownward-sloping curve. Furthermore, it can be found that as the S/Pratio of the white LED increases, the sense of brightness is enhanced(the luminance difference between the reference light source and thetest light source), and that the white LED can provide the sense ofbrightness increased by about 13 to 26% with respect to the halogen bulband by about 3 to 17% with respect to the HID bulb (the luminancedifference between the reference light source and the test lightsource).

[Experiment 5]

The present inventors conducted the following experiments to confirm theinfluence of the S/P ratio on the sense of brightness under darkenvironment during actual nighttime driving.

In the experiments, three light sources with different correlated colortemperatures and S/P ratios as shown in Table 8 were used as the testlight source for a vehicle headlight.

TABLE 8 Light source for headlight S/P ratio HID bulb 1.75 LED 4500 K1.52 LED 5500 K 1.80

The light sources of LED 4500K and LED 5500K were LEDs prepared bycombining a blue LED element with a yellow phosphor and adjusting theconcentration of the yellow phosphor to provide the particularcorrelated color temperature and the S/P ratio as shown in Table 8.

The procedures of the Experiment can be described as follows. Thevehicle headlight is energized to emit light in a prescribed lightdistribution pattern at a closer area in front of a vehicle body (anarea of a road surface in front of the vehicle on the own lane), and adriver (test subject) is allowed to observe the light distributionpattern and to state the area from which the driver feels the largestsense of brightness. Then, the distance to the area and the illuminanceat the area are measured. Following the above procedures, themeasurements were carried out with every light source. The number oftest subjects was 5.

The present inventors have analyzed the evaluation results, and foundthat even when the illuminance increases, the area from which the driverfeels the sense of brightness is not increased, and that as the S/Pratio increases, the area from which the driver feels the sense ofbrightness is enhanced. This means that the sense of brightness at thecloser road surface area in front of the vehicle body is correlated notwith the illuminance, but with the S/P ratio. Accordingly, the presentinventors have found that it is possible to enhance the sense ofbrightness at the closer road surface area in front of the vehicle bodyby not necessarily increasing the illuminance, but the S/P ratio.

The measurement results are shown in FIGS. 20 and 21. FIG. 20 is a graphshowing measurement results (average values) which are plotted in acoordinate system of the horizontal distance from the center of thevehicle body as the horizontal axis and the forward distance from thefront end of the vehicle body as the vertical axis. FIG. 21 is a graphshowing measurement results (average values) which are plotted in acoordinate system of the horizontal distance from the center of thevehicle body as the horizontal axis and the illuminance as the verticalaxis.

With reference to FIGS. 15 and 16, it can be confirmed that the LED5500K with the high S/P ratio can create an area in which a driver feelsthe sense of brightness is wider than with respect to other lightsources, that the illuminance thereof is equal to or less than those ofthe other light sources, and that, when the illuminance is the same, theLED 5500K with the high S/P ratio can widen the area from which a driverfeels the sense of brightness more than with respect to the other lightsources. Specifically, it can be confirmed that the sense of brightnessat the closer road surface area in front of the vehicle body iscorrelated not with the illuminance, but with the S/P ratio.Accordingly, it can be confirmed that it is possible to enhance thesense of brightness at the closer road surface area in front of thevehicle body by increasing not the illuminance but the S/P ratio.

Based on these findings, if the light emitted from a light source withthe high S/P ratio of 2.0 or more is projected onto the closer roadsurface area in front of the vehicle body, the sense of brightness feltby the driver at the closer road surface area in front of the vehiclebody (an area of a road surface in front of the vehicle on the own lane)under dark environment (e.g., during nighttime driving) can be enhanced.

[Exemplary Light Distribution Patterns that Facilitate the EarlierAwareness with the Peripheral Vision]

Based on the above-described findings from the respective Experiments 1to 5, the present inventors have examined light distribution patternsthat facilitate earlier awareness using peripheral vision.

A description will now be given of the exemplary light distributionpatterns that facilitate the earlier awareness with peripheral vision,which have been examined by the present inventors.

FIG. 22 is a diagram illustrating an exemplary light distributionpattern on a virtual vertical screen, in which the pattern couldfacilitate the earlier awareness with peripheral vision; FIG. 23 is adiagram illustrating an exemplary light distribution pattern on a roadsurface, in which the pattern could facilitate the earlier awarenesswith peripheral vision; and FIG. 24 is a diagram illustrating anexemplary light distribution pattern when viewed by a driver, in whichthe pattern could facilitate the earlier awareness with peripheralvision.

The light distribution pattern P shown in FIG. 22 is observed as beingprojected onto the virtual vertical screen in front of the vehicle body(assumed to be disposed about 25 m away from the vehicle body), and caninclude a central area A1, peripheral areas A2L and A2R, intermediateareas A3, and a near side area (closer area, closer road surface area)A4. The respective areas A1 to A4 can be located at positions (areas) ona road surface as illustrated in FIG. 23, and can be observed by adriver at positions (areas) illustrated in FIG. 24.

The central area A1 corresponds to the central vision (cone cells) of adriver staring into the distance (for example, a vanishing point).

In the present exemplary embodiment, an area, being a high luminancearea called a hot zone, surrounded by lines connecting several positionsincluding the intersection of the horizontal center line and thevertical center line on the virtual vertical screen is selected as thecentral area A1, as shown in FIG. 22. Herein, the several positions tobe connected may be included on the virtual vertical screen at a 5° leftand 2° upper position, a 5° left and 2° lower position, a 5° right and2° lower position, a 5° right and 2° upper position, and then the 5°left and 2° upper position.

The positions 5° left and 5° right are included in the central area A1based on the fact that the positions of line of sight of a driver (eyepoints) concentrate within a range of 5° left and 5° right. FIG. 25 is adiagram showing the measured positions of line of sight of a driver (eyepoints). The respective black dots in the lower diagram represent thepositions of line of sight of a driver (eye points). With reference toFIG. 20, the black dots concentrate within the range of 5° left and 5°right, meaning that the positions of line of sight of a driver (eyepoints) concentrate within a range of 5° left and 5° right.

The positions 2° above and below for the central area A1 are set toallow the resulting light source to satisfy a certain law or regulationas well as to form a light distribution pattern with high far-distancevisibility. Note that the central area A1 ranging from 5° left to 5°right and from 2° upper to 2° lower is not limitative as long as thecentral area A1 corresponds to the central vision (cone cells) of adriver staring into the distance (for example, a vanishing point) andthe resulting light distribution satisfies a proper law and/orregulation.

The light source with which the central area A1 is illuminated can be alight source having the S/P ratio lower than the light source with whichthe peripheral areas A2 are illuminated. In the present exemplaryembodiment, the light source with which the central area A1 isilluminated can be a light source with the S/P ratio of 1.5, and thelight source with which the peripheral areas A2 are illuminated can be alight source with the S/P ratio of 2.0. This is because if the lightsource with the same S/P ratio as that of the light source with whichthe peripheral areas A2 are illuminated is used for illuminating thecentral area A1, glare light may be generated to an opposite vehicle,and this could be prevented by the selected light source used.

Note that the central area A1 can be located on a road surface within anarea ranging from 5° left to 5° right with respect to a reference axisAx extending in the front-to-rear direction of a vehicle body as shownin FIG. 23, and when a driver observes, the central area A1 can bedisposed at the position illustrated in FIG. 24.

The light source with which the central area A1 is illuminated can be alight source having the S/P ratio lower than the light source with whichthe peripheral areas A2 are illuminated, and in the present exemplaryembodiment, the light source with which the central area A1 isilluminated can be a light source with the S/P ratio of 1.5, and thelight source with which the peripheral areas A2 are illuminated can be alight source with the S/P ratio of 2.0. This can suppress or prevent thegeneration of glare light to an opposite vehicle.

The peripheral areas A2 correspond to the peripheral vision (rod cells)of a driver staring into the distance (for example, a vanishing point).

In the present exemplary embodiment, areas on either side of the centralarea A1 and surrounded by lines connecting several positions on thevirtual vertical screen are selected as the peripheral areas A2including a right peripheral area A2R and a left peripheral area A2L, asshown in FIG. 22. Herein, the several positions for the right peripheralarea A2R to be connected may include on the virtual vertical screen a15° right and 6° upper position, a 80° right and 6° upper position, a80° right and 14° lower position, a 15° right and 14° lower position,and then the 15° right and 6° upper position. Furthermore, the severalpositions for the left peripheral area A2L to be connected may includeon the virtual vertical screen a 15° left and 6° upper position, a 80°left and 6° upper position, a 80° left and 14° lower position, a 15°left and 14° lower position, and then the 15° left and 6° upperposition.

The positions from 15° to 80° rightward for the right peripheral areaA2R are selected based on the fact that many rod cells are distributedin areas exceeding 15° in the right direction, and to stimulate theserod cells. The same reason is applied to the left peripheral area A2L.With reference to FIG. 26, many rod cells are distributed widely overthe ranges exceeding 15° in the right and left directions, respectively.Note that FIG. 26 is an explanatory diagram illustrating therelationship between the central vision, the peripheral vision, the conecell, and the rod cell of a driver.

The positions from 6° to 14° upward for the right peripheral area A2Rare selected mainly to illuminate objects such as a pedestrian withlight when turning right at an intersection. The same reason is appliedto the left peripheral area A2L.

Note that the peripheral areas A2 (A2R and A2L) ranging from 15° right(left) to 80° right (left) and from 6° upper to 14° lower is notlimitative as long as the peripheral areas A2 correspond to theperipheral vision (rod cells) of a driver staring into the distance (forexample, a vanishing point) and the resulting light distributionsatisfies a proper law and/or regulation.

The light source with which the peripheral areas A2 are illuminated canbe a light source having the S/P ratio of 2.0 or more. In the presentexemplary embodiment, the light source with which the peripheral areasA2 are illuminated can be a light source with the S/P ratio of 2.0. Thisis because the earlier awareness with peripheral vision under darkenvironment (e.g., during nighttime driving) can be achieved (shortenthe reaction speed and lower the missing-out rate) on the basis of thefindings of Experiments 1 and 2 in which as the S/P ratio increases over2.0, the earlier awareness with peripheral vision can be achieved(meaning, thereby the reaction speed can be shortened and themissing-out rate can be lowered.).

Note that the peripheral areas A2 can be located on a road surfacewithin an area ranging from 15° right to 80° right and an area rangingfrom 15° left to 80° left with respect to the reference axis Axextending in the front-to-rear direction of a vehicle body as shown inFIG. 23, and when a driver observes, the peripheral areas A2 can bedisposed at the positions illustrated in FIG. 24.

The light source with which the peripheral areas A2 (A2R, A2L) areilluminated can be a light source having the S/P ratio of 2.0 or more.This can facilitate the earlier awareness of an object such as apedestrian M existing in a peripheral visional area when the vehicleturns right (or left) as shown in FIG. 27 under dark condition (e.g.,during nighttime driving).

The intermediate area A3 can cover an area through which traffic signsrelatively move and pass during travelling.

In the present exemplary embodiment, areas between the central area A1and the peripheral area A2R or A2L and surrounded by lines connectingseveral positions on the virtual vertical screen are selected as theintermediate areas A3 including a right intermediate area A3R and a leftintermediate area A3L, as shown in FIG. 22. Herein, the severalpositions for the right intermediate area A3R to be connected mayinclude on the virtual vertical screen a 5° right and 0.5° upperposition, a 5° right and 1° lower position, a 15° right and 2° lowerposition, a 15° right and 13° upper position, and then the 5° right and0.5° upper position. Furthermore, the several positions for the leftintermediate area A3L to be connected may include on the virtualvertical screen a 15° left and 3° upper position, a 15° left and 2°lower position, a 5° left and 1° lower position, a 5° left and 0.5°upper position, and then the 15° left and 3° upper position.

The right and left intermediate areas A3R and A3L are disposed toilluminate the signs on either side of a road.

The right intermediate area A3R can be a trapezoid shape with thevertical width increasing as the position is moving outward (from 5°right to 15° right). This is because the signs varying its artificialheight during driving should be illuminated with light. The same reasonis applied to the case of the left intermediate area A3L. Note, however,that the intermediate areas A3 should not be limited to the trapezoidshape when viewed from a driver as long as the areas through whichtraffic signs relatively moves during driving can be covered by theintermediate area A3. For example, the intermediate area A3 can be arectangular shape including the trapezoid shape.

The light source for illuminating the intermediate areas A3 can be alight source with the S/P ratio of 1.8 or more, and in the presentexemplary embodiment, with the S/P ratio of 1.8. This is because thehigh S/P ratio light source (in particular, the light source with theS/P ratio of 1.8 or more) is selected based on the findings that white,blue, and green can be observed sharply and clearly (see Experiment 3),and to cause a driver to observe clearly and sharply traffic signs (inparticular, colored white, blue, and/or green) under dark environment(e.g., during nighttime driving).

Note that the intermediate areas A3 can be located on a road surfacewithin an area ranging from 5° right to 15° right and an area rangingfrom 5° left to 15° left with respect to the reference axis Ax extendingin the front-to-rear direction of a vehicle body as shown in FIG. 23,and when a driver observes, the intermediate areas A3 can be disposed atthe positions illustrated in FIG. 24.

The light source with which the intermediate areas A3 (A3R, A3L) areilluminated can be a light source having the S/P ratio of 1.8 or more.This can facilitate the clear and sharp observation of traffic signs (inparticular, colored white, blue, and/or green) under dark environment(e.g., during nighttime driving).

The near side area A4 can be an area covering the closer area in frontof a vehicle body (an area of a road surface in front of the vehicle onthe own lane).

In the present exemplary embodiment, an area surrounded by linesconnecting several positions below the horizontal center line on thevirtual vertical screen is selected as the near side area A4, as shownin FIG. 22. Herein, the several positions to be connected may include onthe virtual vertical screen a 9.4° left and 3° lower position, a 17°left and 8° lower position, a 16.7° right and 8° lower position, a 8.3°right and 3° lower position, and then the 9.4° left and 3° lowerposition.

The near side area A4 can be a trapezoid shape with the horizontal widthincreasing as the position is moving downward (from 3° lower to 8°lower) on the virtual vertical screen. This is because the lightcovering the near side area A4 is to illuminate only the closer area infront of the vehicle body on the own lane. Note, however, that the nearside area A4 should not be limited to the trapezoid shape when viewedfrom a driver as long as the area can cover the closer area in front ofthe vehicle body on the own lane. For example, the near side area A4 canbe a rectangular shape including the trapezoid shape.

The light source for illuminating the near side area A4 can be a lightsource with the S/P ratio of 2.0 or more as in the case of theperipheral areas A3, and in the present exemplary embodiment, with theS/P ratio of 2.0. The S/P ratio of the light source is set to 2.0 ormore. This is because, since the sense of brightness in the closer areain front of the vehicle body under dark environment (e.g., duringnighttime driving) can be enhanced not by increasing the illuminance butby increasing the S/P ratio on the basis of the findings (seeExperiments 4 and 5) in which the sense of brightness at the closer areain front of the vehicle body can be enhanced by not necessarilyincreasing the illuminance, but the S/P ratio.

The near side area A4 can be arranged, as shown in FIG. 23, at an area 5m to 15 m away from the front end of the vehicle body with a width of3.5 m, for example. This can be observed by a driver as shown in FIG.24.

As described above, the light emitted from the light source with the S/Pratio of 2.0 or more can illuminate the near side area A4 in front ofthe vehicle body. Therefore, without increasing the illuminance, butincreasing the S/P ratio, the sense of brightness at the near side areain front of the vehicle body (the closer area in front of the vehiclebody on the own lane) can be enhanced under dark environment (e.g.,during nighttime driving).

[Exemplary Configurations of Vehicle Headlight]

A description will now be given of exemplary configurations of vehicleheadlights for forming the light distribution pattern P that facilitatesthe earlier awareness with the peripheral vision as described withreference to FIGS. 22 to 24.

FIG. 28 is a front view of a vehicle body V in which the vehicleheadlights 100 are installed for forming the light distribution patternthat can facilitate the earlier awareness with peripheral vision asshown in FIGS. 22 to 24. FIGS. 29A, 29B, and 29C each are across-sectional view of a lighting unit 10, 20, or 30 of the vehicleheadlight 100 cut along a vertical plane including its optical axis.

As shown in FIG. 28, the vehicle headlight 100 of the present exemplaryembodiment can be installed on either side of the front surface of thevehicle body V such as an automobile, and can include three lightingunits 10, 20, and 30. Note that each of the lighting units 10, 20, and30 can be provided with a known aiming mechanism (not shown) connectedthereto for adjusting its own optical axis.

[Lighting Unit 10]

The lighting unit 10 can be a projector-type lighting unit configured toilluminate the central area A1 with light. The lighting unit 10, asshown in FIG. 29A, can have an optical axis AX₁₀ extending in thevehicle front-to-rear direction and can include a projection lens 11disposed on the optical axis AX₁₀ and having a rear focal point F₁₁, alight source 12 disposed behind the rear focal point F₁₁ of theprojection lens 11 and on or near the optical axis AX₁₀, a reflector 13disposed above the light source 12, a shade 14 disposed between theprojection lens 11 and the light source 12 so as to shield part of lightfrom the light source 11, and the like.

The projection lens 11 can be held by a not-shown lens holder or thelike so as to be disposed on the optical axis AX₁₀. The projection lens11 can be configured to be a plano-convex aspheric projection lenshaving a convex front surface (on the front side of the vehicle body)and a plane rear surface (on the rear side of the vehicle body).

The light source 12 can include, for example, four white LEDs with theconfiguration of a blue LED element and a yellow phosphor incombination, and the white LED can have a light emission surface by 1 mmsquare, for example. The combination of the blue LED element and theyellow phosphor can be appropriately selected from known ones.

The light source 12 can have the S/P ratio of 1.5 by adjusting theyellow phosphor concentration, so that the emission light satisfies thewhite area on the CIE chromaticity diagram as stipulated by theparticular law. Note that the S/P ratio of the light source 12 is notlimited to 1.5. The light source 12 may be a light source the emissionlight of which satisfies the white area on the CIE chromaticity diagramas stipulated by the particular law and which has an S/P ratio lowerthan a light source 22 to be described later for illuminating theperipheral areas A2. Herein, the S/P ratio of the light source 22 can be2.0 and the S/P ratio of the light source 12 can be 1.5 or larger.

A reason why the light source 12 with the S/P ratio lower than the lightsource 22 for illuminating the peripheral areas A2 is used can bedescribed as follows. For example, when a light source with the same S/Pratio as the light source for illuminating the peripheral areas A2 isused for illuminating the central area A1 (for example, a light sourcewith the S/P ratio of 2.0), glare light may be generated toward anopposite vehicle. The above configuration can prevent this disadvantage.

Further, another reason why the light source 12 with the S/P ratio of1.5 or more is utilized can be described as follows. That is, when theS/P ratio is lower than 1.5, it is difficult for the emission light fromthe light source to satisfy the white range on the CIE chromaticitydiagram as stipulated by the particular law.

The light source 12 can include not only a white LED, but also a halogenbulb with the S/P ratio of about 1.46 as long as the above requirementsfor the light source conditions are satisfied.

The light source 12 (including the four white LED, for example) can bemounted on a substrate K while the light emission surface thereof facesupward so that the light source 12 is disposed behind the rear focalpoint F₁₁ of the projection lens 11 and on or near the optical axisAX₁₀. Further, the white LEDs 12 can be arranged such that a pluralityof (four in the present exemplary embodiment) LEDs are arranged in lineat predetermined intervals and symmetric with respect to the opticalaxis AX₁₀ while one of the sides is to extend along a horizontal lineperpendicular to the optical axis AX₁₀ (in the direction perpendicularto the paper plane of FIG. 29A).

The reflector 13 can be an ellipsoid of revolution or a free curvedsurface equivalent to an ellipsoid, having a first focal point F1 at ornear the light source 12 and a second focal point F2 at or near the rearfocal point F₁₁ of the projection lens 11.

The reflector 13 can be configured to extend from the deeper side of thelight source 12 (the side of the light source 12 on the rear side of thevehicle body as shown in FIG. 29A) to the projection lens 11 whilecovering above the light source 12. The thus configured reflector 13 canreceive the light emitted substantially upward from the light source 12.

FIG. 30A is a front view of the shade 14. As shown in the drawing, theshade 14 can have an opening 14 a with a shape corresponding to thecentral area A1. Specifically, the rear focal point F₁₁ of theprojection lens 11 can be located at or near the opening 14 a.

According to the lighting unit 10 with the above configuration, thelight emitted from the light source 12 can be impinge on the reflector13 and reflected by the same to converge at the rear focal point F₁₁ ofthe projection lens 11, then can pass through the opening 14 a of theshade 14 and further through the projection lens 11 to be projectedforward. Specifically, the illuminance distribution formed by the lightemitted from the light source 12 and passing through the opening 14 a ofthe shade 14 can be reversed and projected forward by the action of theprojection lens 11. In this manner, the central area A1 on the virtualvertical screen (assumed to be disposed in front of the vehicle body andapproximately 25 meters away from the body) can be illuminated with thislight.

Note that, as described above, the lighting unit 10 can be adjusted interms of its optical axis by a known aiming mechanism (not shown) toilluminate the central area A1.

[Lighting Unit 20]

The lighting unit 20 can be a projector-type lighting unit configured toilluminate the peripheral areas and the near side area A4 with light.The lighting unit 20, as shown in FIG. 29B, can have an optical axisAX₂₀ extending in the vehicle front-to-rear direction and can include aprojection lens 21 disposed on the optical axis AX₂₀ and having a rearfocal point F₂₁, a light source 22 disposed behind the rear focal pointF₂₁ of the projection lens 21 and on or near the optical axis AX₂₀, areflector 23 disposed above the light source 22, a shade 24 disposedbetween the projection lens 21 and the light source 22 so as to shieldpart of light from the light source 21, and the like.

The projection lens 21 can be held by a not-shown lens holder or thelike so as to be disposed on the optical axis AX₂₀. The projection lens21 can be configured to be a plano-convex aspheric projection lenshaving a convex front surface (on the front side of the vehicle body)and a plane rear surface (on the rear side of the vehicle body).

The light source 22 can include, for example, four white LEDs with theconfiguration of a blue LED element B, a red LED element R, and a greenphosphor G in combination, and the white LED can have a light emissionsurface by 1 mm square, for example. The green phosphor G can cover theblue and red LED elements B and R so as to be excited by the blue lightfrom the blue LED element B to emit green light. If such green light isincreased to change the emission color to bluish green, the emissioncolor of the light source may be deviated from the white area on the CIEchromaticity diagram as stipulated by the particular law. To cope withthis, the output of the red LED element R can be adjusted to cause theemission color of the light source to satisfy the white area on the CIEchromaticity diagram as stipulated by the particular law. Thecombination of the blue LED element, the red LED element, and the greenphosphor can be appropriately selected from known ones.

The light source 22 can have the S/P ratio of 2.0 by adjusting the greenphosphor concentration, so that the emission light satisfies the whitearea on the CIE chromaticity diagram as stipulated by the particularlaw. Note that the S/P ratio of the light source 22 is not limited to2.0. The S/P ratio of the light source 22 can take any value within therange of 2.0 to 3.0 on the basis of the following findings.Specifically, this is because the earlier awareness with peripheralvision under dark environment (e.g., during nighttime driving) can beachieved by illuminating the peripheral areas in front of the vehiclebody with light emitted from a light source with the S/P ratio of 2.0 ormore (meaning, thereby the reaction speed RT can be shortened and themissing-out rate can be lowered on the basis of the findings ofExperiments 1 and 2). Further, a reason why the light source 22 with theS/P ratio of up to 3.0 is utilized can be described as follows. That is,when the S/P ratio exceeds 3.0, it is difficult for the emission lightfrom the light source to satisfy the white range on the CIE chromaticitydiagram as stipulated by the particular law.

Based on the correlation between the S/P ratio and the missing-out rate,it was found that the difference of awareness depending on the agedisappears when the S/P ratio is 2.5 or more (see Experiment 1). Basedon these findings, when the light emitted from the light source havingthe S/P ratio being 2.5 or being 2.5 to 3.0 is projected to theperipheral area, it is possible to configure a vehicle headlight inwhich the difference of awareness depending on the age under darkenvironment (e.g., during nighttime driving) does not occur.

The light source 22 may be a light source the emission light of whichsatisfies the white area on the CIE chromaticity diagram as stipulatedby the particular law and which has the S/P ratio of 2.0 or more.Therefore, the configuration of the white LED is not limited to thecombination of the blue and red LED elements with the green phosphor.

For example, the light source 22 can be a white LED as shown in FIG. 9B,in which a blue LED element B is combined with a green and red phosphorGR. The green and red phosphor GR can cover the blue LED element B andcan be excited by the blue light emitted from the blue LED element B toemit green light and red light. Further, the light source 22 can be awhite LED configured to combine a red LED element, a green LED elementand a blue LED element, a white LED configured to combine a ultravioletLED element or a new-ultraviolet LED element with a RGB phosphor, or thelike. Even with these white LEDs, the concentration of the phosphor canbe adjusted to satisfy the emission color within the white area on theCIE chromaticity diagram as stipulated by the particular law as well asto provide the S/P ratio of 2.0 or more.

The light source 22 (including the four white LED, for example) can bemounted on a substrate K while the light emission surface thereof facesupward so that the light source 22 is disposed behind the rear focalpoint F₂₁ of the projection lens 21 and on or near the optical axisAX₂₀. Further, the white LEDs 22 can be arranged such that a pluralityof (four in the present exemplary embodiment) LEDs are arranged in lineat predetermined intervals and symmetric with respect to the opticalaxis AX₂₀ while one of the sides is to extend along a horizontal lineperpendicular to the optical axis AX₂₀ (in the direction perpendicularto the paper plane of FIG. 29B).

The reflector 23 can be an ellipsoid of revolution or a free curvedsurface equivalent to an ellipsoid, having a first focal point F1 at ornear the light source 22 and a second focal point F2 at or near (i.e.,substantially at) the rear focal point F₂₁ of the projection lens 21.

The reflector 23 can be configured to extend from the deeper side of thelight source 22 (the side of the light source 22 on the rear side of thevehicle body as shown in FIG. 29B) to the projection lens 21 whilecovering above the light source 22. The thus configured reflector 23 canreceive the light emitted substantially upward from the light source 22.

FIG. 30B is a front view of the shade 24. As shown in the drawing, theshade 24 can have an opening 24 a with a shape corresponding to theperipheral areas A2 and the near side area A4. Specifically, the rearfocal point F₂₁ of the projection lens 21 can be located at or near theopening 24 a.

According to the lighting unit 20 with the above configuration, thelight emitted from the light source 22 can be impinge on the reflector23 and reflected by the same to converge at the rear focal point F₂₁ ofthe projection lens 21, then can pass through the opening 24 a of theshade 24 and further through the projection lens 21 to be projectedforward. Specifically, the illuminance distribution formed by the lightemitted from the light source 22 and passing through the opening 24 a ofthe shade 24 can be reversed and projected forward by the action of theprojection lens 21. In this manner, the peripheral areas A2 and the nearside area A4 on the virtual vertical screen (assumed to be disposed infront of the vehicle body and approximately 25 meters away from thebody) can be illuminated with this light.

Note that, as described above, the lighting unit 20 can also be adjustedin terms of its optical axis by a known aiming mechanism (not shown) toilluminate the peripheral areas A2 and the near side area A4.

[Lighting Unit 30]

The lighting unit 30 can be a projector-type lighting unit configured toilluminate the intermediate areas A3 with light. The lighting unit 30,as shown in FIG. 29C, can have an optical axis AX₃₀ extending in thevehicle front-to-rear direction and can include a projection lens 31disposed on the optical axis AX₃₀ and having a rear focal point F₃₁, alight source 32 disposed behind the rear focal point F₃₁ of theprojection lens 31 and on or near (i.e., substantially on) the opticalaxis AX₃₀, a reflector 33 disposed above the light source 32, a shade 34disposed between the projection lens 31 and the light source 32 so as toshield part of light from the light source 31, and the like.

The projection lens 31 can be held by a not-shown lens holder or thelike so as to be disposed on the optical axis AX₃₀. The projection lens31 can be configured to be a plano-convex aspheric projection lenshaving a convex front surface (on the front side of the vehicle body)and a plane rear surface (on the rear side of the vehicle body).

The light source 32 can include, for example, four white LEDs with theconfiguration of a blue LED element and a yellow phosphor incombination, and the white LED can have a light emission surface by 1 mmsquare, for example. The combination of the blue LED element and theyellow phosphor can be appropriately selected from known ones.

The light source 32 can have the S/P ratio of 1.8 by adjusting theyellow phosphor concentration, so that the emission light satisfies thewhite area on the CIE chromaticity diagram as stipulated by theparticular law. Note that the S/P ratio of the light source 32 is notlimited to 1.8. Based on the findings in which the light source withhigh S/P ratio, in particular, of 1.8 or more can cause persons tobecome aware of object colored white, blue, and green clearly (seeExperiment 3), the light source 32 can be a light source with the S/Pratio of 1.8 to 3.0. Further, the reason why the light source 32 withthe S/P ratio of up to 3.0 is utilized can be described as follows. Thatis, when the S/P ratio exceeds 3.0, it is difficult for the emissionlight from the light source to satisfy the white range on the CIEchromaticity diagram as stipulated by particular laws or rules.

The light source 32 may be a light source the emission light of whichsatisfies the white area on the CIE chromaticity diagram as stipulatedby the particular law and which has the S/P ratio of 1.8 or more.Therefore, the configuration of the white LED is not limited to thecombination of the blue LED element with the yellow phosphor, and may beany white LED with other configurations as long as the above conditionsare satisfied.

The light source 32 (including the four white LED, for example) can bemounted on a substrate K while the light emission surface thereof facesupward so that the light source 32 is disposed behind the rear focalpoint F₃₁ of the projection lens 31 and on or near the optical axisAX₃₀. Further, the white LEDs 32 can be arranged such that a pluralityof (four in the present exemplary embodiment) LEDs are arranged in lineat predetermined intervals and symmetric with respect to the opticalaxis AX₃₀ while one of the sides is to extend along a horizontal lineperpendicular to the optical axis AX₃₀ (in the direction perpendicularto the paper plane of FIG. 29C).

The reflector 33 can be an ellipsoid of revolution or a free curvedsurface equivalent to an ellipsoid, having a first focal point F1 at ornear the light source 32 and a second focal point F2 at or near (i.e.,substantially at) the rear focal point F₃₁ of the projection lens 31.

The reflector 33 can be configured to extend from the deeper side of thelight source 32 (the side of the light source 32 on the rear side of thevehicle body as shown in FIG. 29C) to the projection lens 31 whilecovering above the light source 32. The thus configured reflector 33 canreceive the light emitted substantially upward from the light source 32.

FIG. 30C is a front view of the shade 34. As shown in the drawing, theshade 34 can have openings 34 a with a shape corresponding to theintermediate areas A3. Specifically, the rear focal point F₃₁ of theprojection lens 31 can be located at or near the intermediate betweenthe right and left openings 34 a (substantially at the center betweenthem).

According to the lighting unit 30 with the above configuration, thelight emitted from the light source 32 can be impinge on the reflector33 and reflected by the same to converge at the rear focal point F₃₁ ofthe projection lens 31, then can pass through the openings 34 a of theshade 34 and further through the projection lens 31 to be projectedforward. Specifically, the illuminance distribution formed by the lightemitted from the light source 32 and passing through the openings 34 aof the shade 34 can be reversed and projected forward by the action ofthe projection lens 31. In this manner, the intermediate areas A3 on thevirtual vertical screen can be illuminated with this light.

Note that, as described above, the lighting unit 30 can be adjusted interms of its optical axis by a known aiming mechanism (not shown) toilluminate the intermediate areas A3.

As described above, in the vehicle headlight 100 with the aboveconfiguration, the light source 22 can be a light source having the S/Pratio of 2.0 or more, and can illuminate the peripheral areas A2 (A2R,A2L) with light. This can facilitate the earlier awareness of an objectwith peripheral vision under dark condition (e.g., during nighttimedriving).

Furthermore, the light emitted from the light source 12 having the S/Pratio (of 1.5 or more) lower than the S/P ratio (of 2.0 or more) of thelight source 22 with which the peripheral areas A2 are illuminated canbe utilized to illuminate the central area A1. When compared with thecase where the light emitted from a light source with the same S/P ratioas that of the light source 22, namely, the S/P ratio of 2.0 or more, isprojected to the central area A1, this configuration can suppress orprevent the generation of glare light to an opposite vehicle.

Further, according to the vehicle headlight 100 with the aboveconfiguration, the light emitted from the light source 22 with the S/Pratio (of 2.0 or more) larger than the S/P ratio (of 1.5 or more) of thelight source 12 can be projected to the peripheral areas A2 (A2R andA2L). When compared with the case where the light emitted from a lightsource with the same S/P ratio as that of the light source 12, namely,the S/P ratio of 1.5 or more, is projected to the peripheral areas A2(A2R and A2L), this configuration can facilitate the earlier awarenesswith peripheral vision under dark condition (e.g., during nighttimedriving).

As discussed above, the vehicle headlight 100 with the aboveconfiguration can suppress or prevent the generation of glare light toan opposite vehicle as well as can facilitate the earlier awareness withperipheral vision under dark condition (e.g., during nighttime driving).

In addition, the vehicle headlight 100 with the above configuration canilluminate the intermediate area A3 through which signs relatively moveand pass during traveling with light emitted from the light source 33with the S/P ratio (of 1.8 or more) which is different from those of thelight sources 12 and 22.

Therefore, when the light emitted from the light source 33 with the S/Pratio of 1.8 or more is projected to the intermediate area A3 wheresigns relatively move and pass during driving, a driver can observe thesigns (including, particularly, white, blue and green colored signs)clearly even under dark environment (e.g., during nighttime driving).

Furthermore, the vehicle headlight 100 with the above configuration canenhance the sense of brightness at the near side area in front of thevehicle body (the closer area in front of the vehicle body on the ownlane) under dark environment (e.g., during nighttime driving) withoutincreasing the illuminance. This can be achieved by the light emittedfrom the light source 22 with the S/P ratio of 2.0 or more and projectedto the near side area A4 in front of the vehicle body.

Next, modifications will be described.

In the above exemplary embodiment, a description has been given of thecase where the light distribution pattern in which the earlier awarenesswith peripheral vision is facilitated can include the central area A1,the peripheral areas A2, the intermediate areas A3, and the near sidearea A3 as shown in FIG. 22, but the presently disclosed subject matteris not limited thereto. For example, the light distribution pattern inwhich the earlier awareness with peripheral vision is facilitated caninclude at least the peripheral areas A2, and the other areas includingthe areas A1, A3, and A4 may not be included or some of them (forexample, A1 and A4) may be included without the lighting unit 30. Inthis case, for example, the opening 24 a of the shade 24 can be enlargedto project light from the light source 22 to cover the missing area (forexample, A3).

Further, in the above exemplary embodiment the optical systems forprojecting light beams from the respective light sources 12, 22, and 32with different S/P ratios to the respective areas A1 to A4 areconfigured by the projector type optical systems, but the presentlydisclosed subject matter is not limited thereto.

Examples of the optical systems for projecting light beams from therespective light sources 12, 22, and 32 with different S/P ratios to therespective areas A1 to A4 may include a reflector type optical system,and a direct projection type optical system.

FIG. 31A is a cross-sectional view of a reflector type lighting unit 40.As shown in the drawing, the reflector type lighting unit 40 can includea paraboloid reflector 41 including a plurality of small reflectionsections or a free curved surface equivalent to the paraboloid andhaving a focal point F₄₁, and a light source 12 disposed at or near thefocal point F₄₁ of the reflector 41.

In the above reflector type lighting unit 40, the reflector 41 can bedesigned such that the light emitted from the light source 12 with theS/P ratio of 1.5 or more, for example, can impinge on the reflectorsurface and be reflected to predetermined directions (distributed) so asto illuminate the central region A1 (namely, the respective smallreflection sections are designed). Therefore, the lighting unit 40 canilluminate the central area A1 in front of the vehicle body.

In the same manner, there can be provided a reflector type lighting unithaving a light source 22 with the S/P ratio of 2.0 or more forilluminating the peripheral areas A2 and the near side area A4 withlight from the light source 22, and a reflector type lighting unithaving a light source 32 with the S/P ratio of 1.8 or more forilluminating the intermediate areas A3 with light from the light source32.

FIG. 31B is a cross-sectional view of a direct projection type lightingunit 50. As shown in the drawing, the direct projection type lightingunit 50 can include a projection lens 51 having a rear focal point F₅₁,and a light source disposed at or near the rear focal point F₅₁ of theprojection lens 51.

In the above direct projection type lighting unit 50, the projectionlens 51 can have a light emission surface 51 a that is designed suchthat the light emitted from the light source 12 with the S/P ratio of1.5 or more, for example, can be refracted by the projection lens 51 topredetermined directions so as to illuminate the central region A1.Therefore, the lighting unit 50 can illuminate the central area A1 infront of the vehicle body.

In the same manner, there can be provided a direct projection typelighting unit having a light source 22 with the S/P ratio of 2.0 or morefor illuminating the peripheral areas A2 and the near side area A4 withlight from the light source 22, and a direct projection type lightingunit having a light source 32 with the S/P ratio of 1.8 or more forilluminating the intermediate areas A3 with light from the light source32.

FIG. 32 is a diagram illustrating an exemplary light source 52 includinga plurality of white LEDs with different S/P ratios in a matrixarrangement. Specifically, in the direct projection type lighting unit50, the light source 52 can be substituted for the light source 12 asshown in FIG. 31B.

In FIG. 32, the square represents a light source with the S/P ratio of1.5 or more (equivalent to the light source 12), the triangle representsa light source with the S/P ratio of 1.8 or more (equivalent to thelight source 32), and the cross represents a light source with the S/Pratio of 2.0 or more (equivalent to the light source 22). Furthermore,the respective light sources can be arranged at places corresponding tothe respective areas A1 to A4 as shown in FIG. 22.

In this modification, the light beams emitted from the light source 52including a plurality of LEDs (or the light sources 12, 22, and 32) canbe projected via the projection lens 51 while reversed by the action ofthe projection lens 51. With this configuration, the respective areas A1to A4 on the virtual vertical screen can be illuminated therewith.

With this configuration, the same or equivalent advantageous effects asin the above exemplary embodiments can be exhibited.

It will be apparent to those skilled in the art that variousmodifications and variations can be made in the presently disclosedsubject matter without departing from the spirit or scope of thepresently disclosed subject matter. Thus, it is intended that thepresently disclosed subject matter cover the modifications andvariations of the presently disclosed subject matter provided they comewithin the scope of the appended claims and their equivalents. Allrelated art references described above are hereby incorporated in theirentirety by reference.

What is claimed is:
 1. A vehicle light for a vehicle having a driver,the vehicle light comprising: a first light source; a second lightsource; a first optical system configured to direct light emitted fromthe first light source to a first area corresponding to a central visionof a driver in front of the vehicle; and a second optical systemconfigured to direct light emitted from the second light source to asecond area corresponding to a peripheral vision of the driver, whereinthe first light source and the second light source are configured to besimultaneously turned on to emit light through the respective first andsecond optical systems so as to project light forward, and the firstlight source has an S/P ratio, which is represented by(S(λ)*V′(λ))/(S(λ)*V(λ)) in which S(λ) is a spectrum of the first lightsource, V′(λ) is a relative luminosity factor in scotopic vision, andV(λ) is a relative luminosity factor in photopic vision, lower than anS/P ratio of the second light source.
 2. The vehicle light according toclaim 1, wherein the first area is configured to be recognized by conecells of the driver staring into a distance in front of the vehicle, andthe second area is configured to be recognized by rod cells of thedriver staring into a distance in front of the vehicle.
 3. The vehiclelight according to claim 1, wherein the S/P ratio of the second lightsource is set to 2.0 or more.
 4. The vehicle light according to claim 2,wherein the S/P ratio of the second light source is set to 2.0 or more.5. The vehicle light according to claim 1, wherein the second areacorresponds to a light distribution pattern on a virtual vertical screenin front of the vehicle, the vertical screen including at least onevirtual vertical line, and the light distribution pattern extending to arange of at least 15° on either side of the virtual vertical line. 6.The vehicle light according to claim 2, wherein the second areacorresponds to a light distribution pattern on a virtual vertical screenin front of the vehicle, the vertical screen including at least onevirtual vertical line, and the light distribution pattern extending to arange of at least 15° on either side of the virtual vertical line. 7.The vehicle light according to claim 3, wherein the second areacorresponds to a light distribution pattern on a virtual vertical screenin front of the vehicle, the vertical screen including at least onevirtual vertical line, and the light distribution pattern extending to arange of at least 15° on either side of the virtual vertical line. 8.The vehicle light according to claim 4, wherein the second areacorresponds to a light distribution pattern on a virtual vertical screenin front of the vehicle, the vertical screen including at least onevirtual vertical line, and the light distribution pattern extending to arange of at least 15° on either side of the virtual vertical line. 9.The vehicle light according to claim 1, further comprising a third lightsource and a third optical system therefor, and wherein the thirdoptical system is configured to project light emitted from the thirdlight source to an intermediate area between the first and second areason a virtual vertical screen in front of the vehicle, through whichsigns relatively move and pass during traveling of the vehicle.
 10. Thevehicle light according to claim 2, further comprising a third lightsource and a third optical system therefor, and wherein the thirdoptical system is configured to project light emitted from the thirdlight source to an intermediate area between the first and second areason a virtual vertical screen in front of the vehicle, through whichsigns relatively move and pass during traveling of the vehicle.
 11. Thevehicle light according to claim 3, further comprising a third lightsource and a third optical system therefor, and wherein the thirdoptical system is configured to project light emitted from the thirdlight source to an intermediate area between the first and second areason a virtual vertical screen in front of the vehicle, through whichsigns relatively move and pass during traveling of the vehicle.
 12. Thevehicle light according to claim 4, further comprising a third lightsource and a third optical system therefor, and wherein the thirdoptical system is configured to project light emitted from the thirdlight source to an intermediate area between the first and second areason a virtual vertical screen in front of the vehicle, through whichsigns relatively move and pass during traveling of the vehicle.
 13. Thevehicle light according to claim 5, further comprising a third lightsource and a third optical system therefor, and wherein the thirdoptical system is configured to project light emitted from the thirdlight source to an intermediate area between the first and second areason a virtual vertical screen in front of the vehicle, through whichsigns relatively move and pass during traveling of the vehicle.
 14. Thevehicle light according to claim 6, further comprising a third lightsource and a third optical system therefor, and wherein the thirdoptical system is configured to project light emitted from the thirdlight source to an intermediate area between the first and second areason a virtual vertical screen in front of the vehicle, through whichsigns relatively move and pass during traveling of the vehicle.
 15. Thevehicle light according to claim 7, further comprising a third lightsource and a third optical system therefor, and wherein the thirdoptical system is configured to project light emitted from the thirdlight source to an intermediate area between the first and second areason a virtual vertical screen in front of the vehicle, through whichsigns relatively move and pass during traveling of the vehicle.
 16. Thevehicle light according to claim 8, further comprising a third lightsource and a third optical system therefor, and wherein the thirdoptical system is configured to project light emitted from the thirdlight source to an intermediate area between the first and second areason a virtual vertical screen in front of the vehicle, through whichsigns relatively move and pass during traveling of the vehicle.
 17. Avehicle light for a vehicle including an occupant of the vehicle, thevehicle light comprising: a first light source; a second light source; afirst optical system configured to direct light emitted from the firstlight source to a first area corresponding to a field of view of theoccupant that extends along a forward travel path of the vehicle; and asecond optical system configured to direct light emitted from the secondlight source to a second area corresponding to a field of view of theoccupant that is peripheral to the first area, wherein the first lightsource and the second light source are configured to emit light throughthe respective first and second optical systems so as to project lightforward, and the first light source has an S/P ratio, which isrepresented by (S(λ)*V′(λ))/(S(λ)*V(λ)) in which S(λ) is a spectrum ofthe first light source, V′(λ) is a relative luminosity factor inscotopic vision, and V(λ) is a relative luminosity factor in photopicvision, lower than an S/P ratio of the second light source.
 18. Thevehicle light according to claim 17, wherein the first area isconfigured to be recognized by cone cells of the occupant if theoccupant is looking along the forward travel path of the vehicle, andthe second area is configured to be recognized by rod cells of theoccupant if the occupant is looking along the forward travel path of thevehicle.
 19. The vehicle light according to claim 17, wherein the S/Pratio of the second light source is set to 2.0 or more.
 20. The vehiclelight according to claim 17, further comprising a third light source anda third optical system therefor, and wherein the third optical system isconfigured to project light emitted from the third light source to anintermediate area between the first area and the second area.